doi: 10.5028/jatm.v6i4.
386
Development Status of L75: A Brazilian
Liquid Propellant Rocket Engine
Daniel Soares de Almeida1, Cristiane Maria de Moraes Pagliuco1
ABSTRACT: This paper provides an overview of the design
and development process of the L75 Liquid Propellant Rocket
Engine (LPRE). Being developed at Instituto de Aeronutica e
Espao (IAE), it is the first Brazilian open-cycle liquid rocket
engine pressurized by turbopump, designed to deliver 75kN
of thrust in vacuum as a cryogenic upper stage engine
using liquid oxygen and ethanol. The Preliminary Design
Review (PDR) was accomplished in December 2011 and
December 2012 the project received from Agncia Espacial
Brasileira (AEB) a financial support, through an agreement
with Fundao de Desenvolvimento da Pesquisa (FUNDEP),
to proceeding with the development of models and tests.
The main components of the engine, briefly described here,
are thrust chamber assembly, gas generator, turbopump
assembly, control system and ignition system.
KEYWORDS: Liquid propellant rocket engine, Liquid
propulsion, Ethanol.
1.Instituto de Aeronutica e Espao So Jos dos Campos/SP Brazil
Author for correspondence: Daniel Soares de Almeida | Praa Marechal Eduardo Gomes, 50 - Vila das Accias | CEP: 12228-904 So Jos dos Campos/ SP
Brazil | Email: danieldsa@iae.cta.br
Received: 06/27/2014 | Accepted: 10/30/2014
J. Aerosp. Technol. Manag., So Jos dos Campos, Vol.6, No 4, pp.475-484, Oct.-Dec., 2014
INTRODUCTION
The knowledge already acquired on technology of solid
propellant rocket motors enables Brazil to have propulsion
systems for small launch vehicles. In order to obtain commercially
feasible vehicles, however, the inclusion of stages with liquid
propulsion becomes a necessary condition. To obtain the
technology and the know-how to design, manufacture, test and
operate a Liquid Propulsion Rocket Engine (LPRE) is a goal
to be achieved within the National Program of Space Activity
(PNAE, 2012) in order to enable the development of satellite
launch vehicles with higher performance and accuracy than
solid propulsion.
The development of a LPRE is based on foremost scientific
methods and complex technological processes which require
a heavy and long-term investment. The experience of other
countries shows that the development cycle of a large liquid
system is around five to ten years. At the same time, many
activities are necessary to involve the broad participation
ofresearch centers, universities and industries in the solutionof
multi-disciplinary problems.
The analysis of successful examples such as occurred in
China, India, Japan and South Korea which had access to
space after the first three former Soviet Union, Germany,
and the United States of America shows that foreign
partners had always been present in the initial stages of their
development. It indicates that an investment in partnership
is the key factor to overcome initial difficulties, mistakes and
associated risks of the liquid propulsion technology (Niwa
and Yoshino, 1997).
The LPRE propels space vehicles better than any other
type of chemical propulsion, giving generally a higher specific
 Almeida, D.S. and Pagliuco, C.M.M.
476
impulse compared with solid or hybrid rockets. Usually, the
cryogenic propellants have the highest specific impulse in
liquid rocket engines.
Some of the most important advantages of LPREs are the
very wide range of thrust values to fit specific applications,
multiple ignition possibility, fast pulsing, long term operation
time and ready to reuse; thrust variation upon command;
controlling attitude changes and the capability to be checked
and even fully tested before use.
The restart of the LPRE thrust allows an accurate terminal
flight velocity, which is important to achieve the required
orbit. A remarkably high reliability has been achieved in the
production of LPREs besides their lightweight structure, enabling
more embedded payload for a mission. Most exhaust gases of
LPREs using modern common propellants are non-toxic and
environmentally friendly (Sutton, 2006).
The cryogenic propellant liquid oxygen (LOx) and liquid
hydrogen (LH2) produce the higher specific impulse available
for all environmentally friendly bipropellant, which permit a
considerable increase in cargo delivery for rocket launchers.
However, cryogenic components have big issues with evaporation,
which limits the duration of the mission flight. In addition to
that, LH2 has the disadvantage of needing big tanks due to its
very low density.
The second more energetic and also non-toxic propellant
pair is the LOx and kerosene, which has lower specific impulse
but higher density and a prolonged service in space rather than
LOx/LH2. LPRE with this propellant combination is suitable
for both first and upper launcher stages.
Moreover, although less energetic, the LOx and ethanol
propellant pair has the advantages of its ready availability in
Brazil, its chemical composition uniformity, being non-toxicity,
its cleanliness, its low cost, and it does not suffer pyrolysis or
produces significant soot at high temperatures inside the cooling
channels of the regenerative cooled combustion chamber
(Haeseler etal., 2000).
Engines with higher specific impulse are, in order, those
using LH2 and LOx as propellants and those operating in closed
cycle. However, the technological challenges of using LH2 as
propellant and the design of a closed cycle engine would make
its development in the country still more complex than that of
an open cycle engine using LOx and ethanol.
There are several different designs whereby a turbine can be
integrated into a LPRE, and this was identified as different engine
cycles. The open cycle has a separate gas generator, where fuel
J. Aerosp. Technol. Manag., So Jos dos Campos, Vol.6, No 4, pp.475-484, Oct.-Dec., 2014
and oxidant are burned at a specific mixture ratio, resulting in the
low temperature of the turbine inlet gases to prevent destruction
of the turbine blades. This cycle is the simplest, and it often offers
the lowest overall cost, provides a low engine structural mass
due to lower internal pressure, but gives somewhat not higher
performance than the closed cycle, which is more complex in
design, manufacturing and testing. Figure 1 shows the L75
scheme, a LPRE with a typical open cycle (Torres etal., 2009).
THE L75 ENGINE CHALLENGE
The current Brazilian Satellite Launcher Vehicle ( VLS-1)
cannot meet the overall strategic objectives of the space sector.
However, it is envisaged the possibility to significantly increase
the payload capacity of VLS-1 through partial modification of the
vehicle, especially with the replacement of the solid propellant
motors by liquid propellant engines in an upper stage.
To achieve this goal, several activities have been conducted in
Instituto de Aeronutica e Espao (IAE) such as the specification,
design and construction of liquid rocket engines. One of these
projects is the L75 engine.
A timeline of the project with the major milestones is:
2008 Beginning of the L75 project;
2009 System Requirement Review (SRR);
2010 2012 FUNCATE (Fundao de Cincia, Aplicaes
e Tecnologia Espaciais) contract: technical service to
support development of the project - 20 specialists;
2011 Preliminary Design Review (PDR);
2012 Letter of exchange for Brazilian-German cooperation
on the development and tests of a 75 kN engine;
2013 Fuel change from kerosene to ethanol;
2013 2015 FUNDEP agreement: to proceed with the
development, manufacturing and test of some components.
In 2011, a protocol of intention between Brazilian Space
Agency (AEB) and the German Aerospace Center (Deutsches
Zentrum fr Luft-und Raumfahrt - DLR) was established with
the objective of fostering cooperation in space activities. After
a visit of a German delegation at IAE in April 2011, a letter of
exchange was established in October 2012 for further detailing
the envisaged activities within the cooperation. The conductance
of a review of the L75 engine was identified as a first major step.
Starting in 2012, meetings regarding a specific implementation

Figure 1. L75 scheme.
agreement between the IAE and the DLR to the development
and tests of a 75 kN LOx-ethanol were organized.
The L75 development is being based on the ECSS standards
(ECSS, 2004), using development (DM), engineering (EM) and
qualification (QM) models engine components, parts and subsystems
in order to verify the conformance to requirements. A verification
program was established through an engine development plan,
according to the L75 engine requirements specifications, considering
the verification methods, levels and models.
For the L75 engine project, it is imperative to prioritize the
development and mastery of critical space technologies, which
are essential to the industrial progress, and the achievement of
the necessary national autonomy in such a strategic activity.
Theallocation of specific system engineering requirements and
needs to the L75 engine depends strongly on the type of agreement
established between customer IAE and supplier Brazilian
enterprises and the nature and level of complexity of the
overall system subject of the agreement. The system engineering
organization plans its activities in conformance with the project
phases as defined by the management, in accordance to the
European Cooperation for Space Standardization (ECSS)
standards (ECSS, 2009).
The L75 engine needs, program objectives and
requirements identified in the present concept phase are
J. Aerosp. Technol. Manag., So Jos dos Campos, Vol.6, No 4, pp.475-484, Oct.-Dec., 2014
Development Status of L75: A Brazilian Liquid Propellant Rocket Engine
477
listed below. These requirements are preliminary in nature
and not yet complete.
The project needs and objectives identified by IAE are:
Consolidating the Brazilian space industry, by increasing
its competitiveness and innovation capacity;
Encouraging funding of programs based on public or
private partnership;
Enabling Brazilian suppliers for manufacturing, brazing
and welding processes;
Encouraging the human resources development by
training of experts needed in the Brazilian space activities,
both domestically and abroad;
Expanding partnerships with other countries, by
prioritizing joint development of technological and
industrial projects of mutual interest;
Developing of the controlling, monitoring, transmission
and the data log related to the project;
Developing of high complexity turbopump technology;
Developing of an upper stage engine for a launch vehicle
capable to carry a payload;
Developing of staff and enterprises on liquid propulsion
activities.
Some tasks are not addressed to the L75 engine project,
such as the launcher vehicle, the stage, the propellant tanks
systems, the inert gas supply system, and the thrust vector
control system.
The critical technologies considered for the development
of L75 engine are feasible materials for specific applications;
bearings for the high rotation and low temperature operational
conditions; seals for cryogenic application; welding and
brazing process; development of cryogenic items as valves
and regulators; regenerative thrust chamber; system feeding
by turbopump; control system; assemblies and integrations;
development of heat treatment after brazing for copper alloy
and test facilities.
L75 ENGINE MAIN
CHARACTERISTICS
The main high-level function of the L75 engine is providing
(75.0 5.0) kN of nominal thrust in vacuum with the main
operation conditions shown below:
 Almeida, D.S. and Pagliuco, C.M.M.
478

Specific impulse greater than 2,940 m/s in vacuum;

81 Nominal envelope
Minimum mission burn time of 400 s; Design point
P15 Extreme envelope
Global mixture ratio in the range of 1.50 to 1.95; 79
P16
Total pressure inside of the combustion chamber in the P7 P10
77

Thrust [kN]
P8
range of 5 to 7 MPa. P6 P9
75 P1
P5 P11
73 P4
The L75 engine nominal and extreme operational envelopes, P3
P14 P2
a set of physical data in which the propulsion system, subsystem, 71
P13
or component is intended to operate, are shown in Fig. 2. P12
69
The results obtained show that the L75 engine in the 1,30 1,35 1,40 1,45 1,50 1,55 1,60
Mixture Ratio (O/F)
current configuration has a decent mixture ratio envelope,
Figure 2. L75 engine envelopes.
despite a small margin for thrust variation. The restrictive
factors are the thrust chamber maximum mixture ratio, the
gas generatormaximum and minimum mixture ratios and
theturbopump maximum fuel flow.
The L75 engine (Fig. 3) thrust chamber consists of three main
components, the combustion chamber, where the propellants Valve
Valve
assemblies
assemblies GasGasgenerator
generator
undergo a set of chemical reactions at high pressure creating
hotgases during the combustion process; the nozzle, where Turbopump
Turbopump

the hot gases are accelerated to supersonic velocities; and the Thrust
Thrust
chamber
chamber

injector head, where the propellants are introduced, broken up

into small liquid droplets and distributed over the cross section
of the burning region inside the combustion chamber. The thrust
chamber cooling is a major challenge because the gas temperature
exceeds the melting point of the metallic wall. Toovercome this
problem, the L75 engine uses a lightweight brazed and welded
cooling jacket with a thin inner-wall construction.
The turbopump is one of the most critical components
during the development of a LPRE, since it is a high-precision
and high-speed rotating machinery operating in critical
conditions. Themain goal of the turbopump is to feed the
thrust chamberand gas generator with the necessary flow and Figure 3. L75 engine.
pressure of fuel and oxidizer provided by the pumps, which are
driven by the turbine. Its manufacturing is expensive, and its shaft speed and pumps power. It is also equipped with two main
design is complex and demands a great effort of engineering. valve assemblies, one for LOx and another for ethanol. Bothof them
There are many different types of valves within the L75 are very similar in configuration and their functions cover chill-
engine project, such as fuel and oxidizer valves, vent valves, down/filling bypass, gas purging, pressure safety relief, opening
gas valves, pressure-regulating valves, check valves, thrust at the start-up sequence and closing at the shutdown sequence.
regulator, drainvalves and safety valves. Most of the commercially The aim of the L75 ignition system is to achieve a safe,
available valves do not fulfill the engine requirements, are too predictable, and reliable transition to nominal thrust in vacuum.
heavy, or are not available for the Brazilian space program. For The ignition system devices include a turbine starter, gas generator
those reasons, most valves and regulators are being developed. igniter, thrust chamber igniter and pyrotechnic actuators.
The L75 engine will operate with a thrust regulator, which The L75 engine igniter and the turbine starter are based on
is capable to regulate the LOx pressure for the gas generator, the operating principles of solid rocket motors, consisting of a
modulating the turbine power, which reflects on the turbopump metallic structure, an electro-pyrotechnic starter, a reinforcement

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 Development Status of L75: A Brazilian Liquid Propellant Rocket Engine
479

cartridge, the main cartridge propellant, and the thermal
protection and nozzle.
The control system of the L75 engine is responsible for the
starting procedure and ensures a safe transition to nominal thrust
in vacuum; to achieve the desired thrust by controlling the fuel
and oxidizer flow rate and pressure drops; safe shutdown of the
firing operation. Furthermore, additionally controlled features
are the precision of the automatic thrust control, mixture-ratio
control and condition monitoring (safety controls or health
monitoring of the engine).
A flow diagram of the L75 engine showing its components
is given in Fig. 4.
DEVELOPMENT LOGIC
The development and qualification philosophy dedicated
to the L75 engine and its subsystems are presented in Fig. 5,
where the hardware model flow is shown.
The development life cycle phasing was elaborated according
to ECSS system, but this system can be adapted to specific
domains of application by use of tailoring activities necessary
to meet specific project needs. The engine development is
divided into five main phases: mission identification, feasibility
(concept), preliminary design (development), detailed design
(engineering) andqualification.
Besides, the development models on thrust chamber, turbopump
and gas generator (power pack), valves and regulators and control
system level, two DM, one EM and two QM on engine level are
considered the minimum necessary for engine development.
The two qualification models will be subject to all
essential modifications needed to meet the requirements
of the engine specification.
All engine components shall pass by acceptance tests before
their integration to the engine.
The selected basic approach is to minimize the overall
technical risk and to reduce non-recurring cost during
development by use of demonstrated hardware designs as
much as possible.

Ethanol

LOx BVC Fuel valves assembly

Vehicle
BVGG GG valves assembly
engine
BVO Oxidizer valves assembly
F-02 Oxidizer filter/Delay tank
Atm
Atm FC Mixture ratio regulator
FO Calibrated orifice
PC
Atm F-02 BVO GG Gas generator
Chill-down line BVGG
YV IPS Inter-propellant seal
PSV 19 IPS
502 PC Thrust regulator
VPE
NC Purge line GG PSV Pressure safety valve
YB FC YB
R 302.2 401 R Pressure regulator
25 YV
20 YB VD Drain valve
YB 402
302.1 VPE Pre-stage throttle valve
NC Drain line Atm YB Event-driven burner
Engine BVC YV Event-driven valve
vehicle NC Engine
Atm vehicle Liquid oxygen
GN 2 VD FO Ethanol
204
FO Gaseous nitrogen
206
Burnt gases

Figure 4. L75 engine flow diagram.

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 Almeida, D.S. and Pagliuco, C.M.M.
480
OVERALL DEVELOPMENT STATUS
Until the end of 2012, the L75 project was developed using, in
addition to the IAEs human resources, services based in a contracts
with FUNCATE. This contract had a technical and service expertise
as an objective to supporttechnology development of the L75.
In December 2012, the project received from AEB a financial
support, through an agreement with FUNDEP, to proceed with the
development of the first components, allowing proceeding with
the needed tests to confirm the design parameters. Thisagreement
seeks to give more flexibility to the development of the project
and involved Brazilian industries in the space program.
GAS GENERATOR
The gas generator is a combustion device used in LPREs
for creating gases in suitable conditions, which are used as a
working fluid for driving the turbine of the turbopump.
The basic elements of the gas generator (Fig. 5) are: injector
element, cylindrical section, convergent section, in addition to
fixing structural elements and interfaces. The igniter of the gas
generator is part of the ignition system. The L75 gas generator
Figure 5. Gas Generator.
J. Aerosp. Technol. Manag., So Jos dos Campos, Vol.6, No 4, pp.475-484, Oct.-Dec., 2014
has a mass flow rate of 1.3 kg/s, a mixture ratio of 0.3 and gas
temperature of 900 K.
The first L75 gas generator was tested in April 2014 on IAEs
20 kN test bench (Fig. 6). These tests are used in order to verify
the overall component performance, the combustion process
and to validate thermodynamic models used during the design.
Figure 7 shows the gas generator relative chamber pressure
versus the time during a hot test, demonstrating its stability.
TURBOPUMP
The L75 turbopump (Fig. 8) shaft is supported by two
bearings, which are centrally mounted close to the fuel pump,
so they can be lubricated and cooled by the fuel. Seals are also
provided to limit leakage.
Considering cavitation characteristics and the fuel rich
gas on turbine side, the LOx pump is located at one end of the
shaft and the fuel pump in the middle, connected by a spline
between pumps and a shaft. The gas generator exhaust ducting
leads to an impulse type single stage axial flow turbine with
partial admission. Between the two pumps, an inter-propellant
seal is adopted to avoid any interaction between propellants.
The fluid enters the pumps at low pressure from the tanks.
Inthis way, a tank pressurization system is necessary tomaintain
the required Net Positive Suction Head (NPSH)to prevent
pump cavitation. The pump inlet pressure is usually minimized
to reduce the tank size and weight. Once the fluid enters the
pump at the inlet, the inducer adds energy to the fluid before
passing to the impeller to add sufficient energy to the fluid to
suppress cavitation. The rotor significantly adds more kinetic
energy prior to directing the flow into the diffuser and the volute.
(a) (b)
Figure 6. (a) Gas generator hardware; (b) Gas generator
hot test.
 Development Status of L75: A Brazilian Liquid Propellant Rocket Engine
481

The turbines (Fig. 9) main characteristics are power of380kW; inlet pressure of 0.4MPa; outlet pressure of 7.6 MPa; and mass
inlet gas pressure of 5.0 MPa; outlet gas pressure of 0.4MPa; flow rate of 14.5kg/s. The fuel pump works with an inlet pressure
gas flow rate of 1.3 kg/s; temperature in the blades of 800 K, of 0.3 MPa; an outlet pressure of 10.6 MPa; and a mass flow rate
rotation speed of 24,000 rpm. The oxidizer pump works with of 9.4 kg/s (Fig.10).

Figure 7. Gas generator relative chamber pressure versus time during a hot test.

(a)

(a)

Fuel pump
LOx pump rotor

Turbine

(b) (b)
Figure 9. (a) SAE 422 stainless steel turbine disk; (b) Finite
Figure 8. (a) Turbopump; (b) Rotor assembly. element analysis of distribution of temperature on turbine disk.

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 Almeida, D.S. and Pagliuco, C.M.M.
482

(a) (b)
Figure 10. AA 7075 aluminum alloy high-speed rotor
pumps (a) ethanol and (b) LOx.

(a)

THRUST CHAMBER
The main characteristics of the thrust chamber are: mass flow
of 22.8 kg/s; mixture ratio of 1.7; temperature in the combustion
chamber of 3400 K; and area expansion ratio of 150. Figure 11
shows the L75 thrust chamber in the short configuration for
sea level hot tests.

COMPONENTS
The main characteristics of the L75 thrust regulator (Fig. 12),
responsible for the control of the thrust level, are the nominal
mass flow rate of 0.3 kg/s (LOx); the inlet pressure of 7.0 MPa
and the outlet pressure of 6.0 MPa.
L75 will operate with two main valve assemblies (Fig. 13)
with the following parameters: LOx inlet pressure 7.5 MPa; (b)
nominal LOx mass flow rate 14.5 kg/s; ethanol inlet pressure
Figure 11. (a) thrust chamber; (b) equivalent stress in MPa
10.6 MPa; ethanol mass flow rate 9.4 kg/s. (von Mises stress).
The ignition of the L75 engine is a challenging issue.
Thedominating criterion is reliability, repeatability and robustness
of the ignition system (Jean and Dalbies, 2000).
Several tests have already been executed with the thrust
chamber and gas generator igniters and the turbine starter, as
can be seen in Fig. 14.

TEST FACILITIES

Liquid rocket engines for launch vehicles as well as their
subsystems need to be verified and qualified during cold and
hot-runs. A high test cadence combined with a flexible test team
helps to reduce the cost for test verification during development
and qualification as well as during acceptance testing for
Figure 12. Thrust regulator valve.
production. The test facility allows to test subsystems in the
same manner as during complete engine system tests and will
therefore reduce development time and cost.

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The basic strategies for development and verification of the
L75 engine are based on appropriate verification methods of
therequirements, levels that the component occupies in the product
tree, stage of development and definition for the development,
engineering and qualification models. One or more models may be
required to demonstrate compliance with specified requirements
of the design, depending on the level of verification. Acceptance
tests will be carried out on component, equipment and engine
level. Prior to acceptance test, these items should be checked-out
according to the defined assembly or integration procedures.
To confirm adequacy of the design methodology of L75 engine,
the construction of test facilities is in progress. The test benches
in operation or under implementation are described hereafter.
20 KN FIRING TEST STAND
Designed for firing MFPLs up to 20 kN of thrust using
pressurized tanks of LOx and ethanol as a propellant and with
a combustion chamber pressure up to 100 bar. This test bench,
which currently is used for testing the engines L5 and L15, was
adapted for the L75 gas generator hot tests (Fig. 15).
Figure 13. L75 main valve assembly.
Figure 14. Turbine starter hot test.
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Development Status of L75: A Brazilian Liquid Propellant Rocket Engine
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HYDRAULIC TEST STAND
The hydraulic test stand is a facility whose main objective
is the characterization of LPRE components, using distilled
water as working fluid. It consists basically of the specimens
test area, the drive system consisting of pumps and electric
motors, the distilled water storage tank, a filtration system,
water cooling system and the data acquisition and control
systems, which is able to achieve a water flow up to 30 kg/s,
working pressure of 35 bar. The system power is 180 HP
(132kW). Figure 16 shows the test area of the hydraulic
test stand.
PUMPS AND TURBINE COLD TEST STAND
Pumps and turbine cold test stand will allow the testing of
the L75 hydraulic pumps and turbine through the operation of
individual pumps and turbine, control of components and data
acquisition allowing the verification of functional requirements
of these pumps and adequacy of the design of the component
being tested. Figure 17 shows the scheme of the pumps and
turbine cold test stand.
Figure 15. 20 kN firing test stand.
Figure 16. Hydraulic test stand.
 Almeida, D.S. and Pagliuco, C.M.M.
484
Eletric motor
Pumps Gear box
Valvwater
Coriolis reservois
flowmeter Valve
Valve
Filtro
Valve
Figure 17. Scheme of the pumps and turbine cold test stand.
FUTURE AND CONCLUSION.
The greatest merit of the L75 project is not only the
development of the engine which is, in itself, already a great
contribution to formation of a qualified team, implementation of
infrastructure for design, manufacturing using qualified Brazilian
REFERENCES
ECSS European Cooperation for Space Standardization, 2004, ECSS-E-30
part 5.2 draft1 rev.1, Propulsion for Launchers Solid and Liquid.
ECSS European Cooperation for Space Standardization, 2009,
ECSS-M-ST-10C, Project planning and implementation.
Haeseler, D., Gtz, A. and Frhlichs, A., 2000, Non-toxic propellants
for future advanced launchers propulsion systems, AIAA 2000-3687.
Jean, F. and Dalbies, E., 2000, Development status of the VINCI
engine for Ariane 5 upper stage, AIAA/ASME/SAE/ASEEE 36th
Joint Propulsion Conference and Exhibit, Hunstsville USA.
Niwa, M. and Yoshino, T., 1997, Liquid Propulsion in Brazil, COBEM 97.
J. Aerosp. Technol. Manag., So Jos dos Campos, Vol.6, No 4, pp.475-484, Oct.-Dec., 2014
enterprises and testing, but mainly driving the country on a new
technological level to actually be able to open access to space.
The next project critical activities are: manufacture of thrust
chamber, turbopump, valves and regulators and cold and hot
tests of these models.
Usually, in a rocket engine development, from conception
through qualification for flight, the cost of design and
manufacture, which is the actual stage of L75 development,
corresponds approximately to 20% of the total costs. Therefore,
if Brazil indeed masters this long-term technology will be
necessary more investments in human resources, infrastructure,
manufacturing, etc.
ACKNOWLEDGES
This paper was elaborated with support of a large number
of members of the IAE and FUNDEP, and the authors wish to
thank the team members.
The authors thank AEB for the financial support.
PNAE Programa Nacional de Atividades Espaciais 2012-2021: AEB -
Agncia Espacial Brasileira, 2012, Ministrio da Cincia e Tecnologia,
Braslia, Brazil.
Sutton, G.P., 2006, History of Liquid Propellant Rocket Engines,
Virginia, USA: American Institute of Aeronautics and Astronautics,
Inc., 911 p.
Torres, M.F.C., Almeida, D.S., Krishna, Y.S.R., Silva, L.A. and
Shimote, W.K., 2009, Propulso Lquida no IAE: Viso das
atividades e perspectivas futuras, Journal of Aerospace Technology
and Management, Vol. 1, No. 1, pp. 99-106. doi: 10.5028/
jatm.2009.010199106.